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| United States Patent |
5,597,954
|
|
Nakamura
|
January 28, 1997
|
Bearing sensor and bearing-distance sensor
Abstract
A small and inexpensive bearing-distance sensor capable of detecting a
travel bearing and a travel distance of a vehicle. The bearing-distance
sensor includes a rectangular parallelepiped case. A first acceleration
sensor and a second acceleration sensor are mounted within the case. The
first acceleration sensor detects an acceleration in a first direction,
e.g. the longitudinal direction of the case, to obtain a signal related to
the acceleration, and the second acceleration sensor detects a force
applied in the width direction of the case, which is perpendicular to the
first direction, to obtain a signal related to that force. The travel
distance of the vehicle is found from the output signal of the first
acceleration sensor, and the travel bearing of the vehicle is found from
the output signals of the first and second acceleration sensors.
| Inventors:
|
Nakamura; Takeshi (Uji, JP)
|
| Assignee:
|
Murata Manufacturing Co., Ltd. (JP)
|
| Appl. No.:
|
539133 |
| Filed:
|
October 4, 1995 |
Foreign Application Priority Data
| Oct 04, 1994[JP] | 6-266367 |
| Nov 17, 1994[JP] | 6-309993 |
| Current U.S. Class: |
73/503; 73/178R; 73/504.03 |
| Intern'l Class: |
G01P 007/00 |
| Field of Search: |
73/178 R,504.03,504.02,503,504.07,506,511,510
|
References Cited
U.S. Patent Documents
| 4393709 | Jul., 1983 | Harumatsu et al. | 73/505.
|
| 4590801 | May., 1986 | Merhav | 73/510.
|
| 4601206 | Jul., 1986 | Watson | 73/510.
|
| 4711125 | Dec., 1987 | Morrison | 73/178.
|
| 5266948 | Nov., 1993 | Matsumoto | 73/178.
|
| 5469360 | Nov., 1995 | Ihara et al. | 73/178.
|
Other References
European Search Report on European Patent Application No. EP-95-11 5652;
Jan. 10, 1996.
|
Primary Examiner: O'Shea; Sandra L.
Assistant Examiner: Noori; Max H.
Attorney, Agent or Firm: Ostrolenk, Faber, Gerb & Soffen, LLP
Claims
What is claimed is:
1. A bearing sensor for an automobile, comprising:
a first acceleration sensor being disposed on the automobile for detecting
an acceleration of the automobile in a longitudinal direction of the
automobile to obtain a signal related to the acceleration in said
longitudinal direction;
a second acceleration sensor being disposed on the automobile for detecting
a centrifugal force applied to the automobile in a direction perpendicular
to said longitudinal direction to obtain a signal related to the
centrifugal force applied in the direction perpendicular to said
longitudinal direction;
a first integrating circuit for integrating the output signal of said first
acceleration sensor over time to obtain a signal related to a velocity in
said longitudinal direction;
a first arithmetic circuit for obtaining a signal related to a radius of
curvature from the output signal of said second acceleration sensor and
the output signal of said first integrating circuit;
a second arithmetic circuit for obtaining a signal related to an angular
velocity from the output signal of said first arithmetic circuit and the
output signal of said first integrating circuit; and
a further integrating circuit for integrating the output signal of said
second arithmetic circuit over time to obtain a signal related to the
travel bearing of said automobile.
2. A bearing sensor for an automobile, comprising:
a first acceleration sensor being disposed on the automobile for detecting
an acceleration of the automobile in a longitudinal direction of the
automobile to obtain a signal related to the acceleration in said
longitudinal direction;
a second acceleration sensor being disposed on the automobile for detecting
a centrifugal force applied to the automobile in a direction perpendicular
to said longitudinal direction to obtain a signal related to the
centrifugal force applied in the direction perpendicular to said
longitudinal direction;
a first integrating circuit for integrating the output signal of said first
acceleration sensor over time to obtain a signal related to a velocity in
said longitudinal direction;
an arithmetic circuit for obtaining a signal related to an angular velocity
from the output signal of said second acceleration sensor and the output
signal of said first integrating circuit; and
a further integrating circuit for integrating the output signal of said
arithmetic circuit over time to obtain a signal related to the travel
bearing of said automobile.
3. A bearing-distance sensor for an automobile, comprising:
a first acceleration sensor being disposed on the automobile for detecting
an acceleration of the automobile in a longitudinal direction of the
automobile to obtain a signal related to the acceleration in said
longitudinal direction;
a second acceleration sensor being disposed on the automobile for detecting
a centrifugal force applied to the automobile in a direction perpendicular
to said longitudinal direction to obtain a signal related to the
centrifugal force applied in the direction perpendicular to said
longitudinal direction;
a first integrating circuit for integrating the output signal of said first
acceleration sensor over time to obtain a signal related to a velocity in
said longitudinal direction;
a second integrating circuit for integrating the output signal of said
first integrating circuit to obtain a signal related to a travel distance
of said automobile;
a first arithmetic circuit for obtaining a signal related to a radius of
curvature from the output signal of said second acceleration sensor and
the output signal of said first integrating circuit;
a second arithmetic circuit for obtaining a signal related to an angular
velocity from the output signal of said first arithmetic circuit and the
output signal of said first integrating circuit; and
a third integrating circuit for integrating the output signal of said
second arithmetic circuit over time to obtain a signal related to the
travel bearing of said automobile.
4. A bearing-distance sensor for an automobile, comprising:
a first acceleration sensor being disposed on the automobile for detecting
an acceleration of the automobile in a longitudinal direction of the
automobile to obtain a signal related to the acceleration in said
longitudinal direction;
a second acceleration sensor being disposed on the automobile for detecting
a centrifugal force applied to the automobile in a direction perpendicular
to said longitudinal direction to obtain a signal related to the
centrifugal force applied in the direction perpendicular to said
longitudinal direction;
a first integrating circuit for integrating the output signal of said first
acceleration sensor over time to obtain a signal related to a velocity in
said longitudinal direction;
a second integrating circuit for integrating the output signal of said
first integrating circuit to obtain a signal related to a traveling
distance of said automobile;
an arithmetic circuit for obtaining a signal related to an angular velocity
from the output signal of said second acceleration sensor and the output
signal of said first integrating circuit; and
a third integrating circuit for integrating the output signal of said
arithmetic circuit over time to obtain a signal related to the travel
bearing of said automobile.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates generally to a bearing (direction) sensor and
a bearing-distance sensor, and more particularly to a bearing sensor and a
bearing-distance sensor for use in a car navigation system, for example,
the bearing sensor being capable of detecting a travel bearing of a
vehicle, and the bearing-distance sensor being capable of detecting both a
travel bearing and a travel distance of the vehicle.
2. Description of the Related Art
There exists a car navigation system using a bearing sensor for detecting a
travel bearing and a distance sensor for detecting a travel distance.
There are also two types of bearing sensors; one using a vibratory
gyroscope and another wherein two acceleration sensors are disposed
horizontally with a wide space therebetween. The bearing sensor using the
vibratory gyroscope detects an angular velocity of rotation by means of
the vibratory gyroscope and determines a travel bearing from the angular
velocity of rotation. The bearing sensor in which two acceleration sensors
are disposed horizontally detects accelerations at two locations by means
of those two acceleration sensors and determines a travel bearing from a
difference of those accelerations.
However, because the vibratory gyroscope is expensive, the navigation
system in which the bearing sensor uses the vibratory gyroscope also
becomes expensive.
On the other hand, the navigation system with the bearing sensor having two
acceleration sensors disposed horizontally is too large, because those two
acceleration sensors have to be disposed horizontally in an adequate space
within the system.
Accordingly, it is an object of the present invention to provide a small
and inexpensive bearing sensor which can detect a travel bearing of a
vehicle.
It is another object of the present invention to provide a small and
inexpensive bearing-distance sensor which can detect a travel bearing and
a travel distance of a vehicle.
SUMMARY OF THE INVENTION
A bearing sensor according to one embodiment of the present invention
comprises a first acceleration sensor for detecting an acceleration in a
first direction to obtain a signal related to the acceleration in the
first direction, and a second acceleration sensor for detecting a force
applied in a direction perpendicular to the first direction to obtain a
signal related to the force applied in the direction perpendicular to the
first direction, and the bearing sensor determines a travel bearing of a
vehicle from the output signals of the first and second acceleration
sensors.
In the bearing sensor described above, the travel bearing of the vehicle is
determined from the output signals of the first and second acceleration
sensors by using a first integrating circuit for integrating the output
signal of the first acceleration sensor over time to obtain a signal
related to a velocity in the first direction; a first arithmetic circuit
for obtaining a signal related to a radius of curvature from the output
signal of the second acceleration sensor and the output signal of the
first integrating circuit; a second arithmetic circuit for obtaining a
signal related to an angular velocity from the output signal of the first
arithmetic circuit and the output signal of the first integrating circuit;
and another integrating circuit for integrating the output signal of the
second arithmetic circuit over time to obtain a signal related to the
travel bearing of the vehicle.
Alternatively, the travel bearing is found by using the first integrating
circuit for integrating the output signal of the first acceleration sensor
over time to obtain the signal related to the velocity in the first
direction; an arithmetic circuit for obtaining a signal related to an
angular velocity from the output signal of the second acceleration sensor
and the output signal of the first integrating circuit; and another
integrating circuit for integrating the output signal of the arithmetic
circuit over time to obtain a signal related to the travel bearing of the
vehicle.
A bearing-distance sensor according to one embodiment of the present
invention comprises a first acceleration sensor for detecting an
acceleration in a first direction to obtain a signal related to the
acceleration in the first direction and a second acceleration sensor for
detecting a force applied in a direction perpendicular to the first
direction to obtain a signal related to the force applied in the direction
perpendicular to the first direction. The sensor finds a travel distance
of a vehicle from the output signal of the first acceleration sensor and
finds a travel bearing of the vehicle from the output signals of the first
and second acceleration sensors.
In the bearing-distance sensor described above, the travel distance of the
vehicle is found from the output signal of the first acceleration sensor
by using a first integrating circuit for integrating the output signal of
the first acceleration sensor over time to obtain a signal related to a
velocity in the first direction and a second integrating circuit for
integrating the output signal of the first integrating circuit over time
to obtain a signal related to the travel distance of the vehicle.
Further, in the bearing-distance sensor described above, the travel bearing
of the vehicle is found from the output signals of the first and second
acceleration sensors by using the first integrating circuit for
integrating the output signal of the first acceleration sensor over time
to obtain the signal related to the velocity in the first direction; a
first arithmetic circuit for obtaining a signal related to a radius of
curvature from the output signal of the second acceleration sensor and the
output signal of the first integrating circuit; a second arithmetic
circuit for obtaining a signal related to an angular velocity from the
output signal of the first arithmetic circuit and the output signal of the
first integrating circuit; and a third integrating circuit for integrating
the output signal of the second arithmetic circuit over time to obtain a
signal related to the travel bearing of the vehicle.
Alternatively, the travel bearing is found by using the first integrating
circuit for integrating the output signal of the first acceleration sensor
over time to obtain the signal related to the velocity in the first
direction; the arithmetic circuit for obtaining the signal related to the
angular velocity from the output signal of the second acceleration sensor
and the output signal of the first integrating circuit; and the third
integrating circuit for integrating the output signal of the arithmetic
circuit over time to obtain the signal related to the travel bearing of
the vehicle.
In the bearing sensor and the bearing-distance sensor described above, an
acceleration in a first direction is detected and a signal related to the
acceleration in the first direction is obtained by the first acceleration
sensor. A force applied in a direction perpendicular to the first
direction is detected and a signal related to the force applied in the
direction perpendicular to the first direction is obtained by the second
acceleration sensor.
In the bearing sensor, a travel bearing of the vehicle is found from the
output signals of the first and second acceleration sensors.
In the bearing-distance sensor, a travel distance of the vehicle is found
from the output signal of the first acceleration sensor and a travel
bearing of the vehicle is found from the output signals of the first and
second acceleration sensors.
Accordingly, the present invention can realize a small and inexpensive
bearing sensor capable of detecting the travel bearing of the vehicle
because no expensive vibratory gyroscope needs to be used and two
acceleration sensors need not be disposed with a wide space therebetween
to detect the travel bearing of the vehicle.
Further, the present invention can realize a small and inexpensive
bearing-distance sensor capable of detecting the travel bearing and travel
distance of the vehicle, because no expensive vibratory gyroscope needs to
be used and two acceleration sensors need not be disposed with a wide
space therebetween to detect the travel bearing and the travel distance of
the vehicle.
Therefore, the present invention allows miniaturization and cost reduction
of a system such as a navigation system which requires a bearing sensor
and a distance sensor.
The above and other related objects and features of the present invention
will be apparent from a reading of the following detailed description of
preferred embodiments, with reference to the accompanying drawings.
Other features and advantages of the present invention will become apparent
from the following description of the invention which refers to the
accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a diagrammatic plan view illustrating one preferred embodiment of
the present invention;
FIG. 2 is a block diagram of the embodiment shown in FIG. 1;
FIG. 3 is an exploded perspective view illustrating an acceleration sensor
used in the embodiment shown in FIG. 1;
FIG. 4 is a side view of the acceleration sensor used in the embodiment
shown in FIG. 1;
FIG. 5 is a graph showing a relationship among a velocity V of a moving
part of mass m, a radius of curvature r, an angular velocity .omega., a
centrifugal force F and a travel bearing .theta.; and
FIG. 6 is a block diagram illustrating another embodiment of the present
invention.
DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION
Preferred embodiments of the present invention will be explained below with
reference to the drawings.
FIG. 1 is a diagrammatic plan view illustrating one embodiment of the
present invention and FIG. 2 is a block diagram of the embodiment shown in
FIG. 1. A bearing-distance sensor 1 includes a rectangular parallelepiped
case 2 for example.
In the figure, a first acceleration sensor 10a and a second acceleration
sensor 10b are mounted within the case 2. The first acceleration sensor
10a detects an acceleration in a first direction, e.g. a longitudinal
direction of the case 2, to obtain a signal related to that acceleration.
The second acceleration sensor 10b detects a force applied in a width
direction of the case 2, which is perpendicular to the first direction, to
obtain a signal related to that force.
In this non-limiting embodiment of the invention, the first acceleration
sensor 10a and the second acceleration sensor 10b have the same structure.
The structure of the first acceleration sensor 10a will now be described
in detail with reference to FIGS. 3 and 4.
The first acceleration sensor 10a includes a vibrator 12 which vibrates in
the longitudinal direction and which includes a strip vibrating member 14
which is made of a permanently elastic metallic material such as nickel,
iron, chrome or titanium, or an alloy of those materials such as elinvar
or an iron-nickel alloy. Note that the vibrating member 14 may also be
made of a material such as silica, glass, quartz or ceramic, besides the
metals that are generally used to generate mechanical vibration.
Two piezoelectric elements 16a and 16b are formed respectively on both main
surfaces of the vibrating member 14 so as to face each other, on a
proximal side of the center of the vibrating member 14, in the
longitudinal direction. One piezoelectric element 16a includes a
piezoelectric layer 18a composed of ceramic for example and electrodes 20a
and 22a are formed respectively on both main surfaces of the piezoelectric
layer 18a. The electrode 20a is adhered on one main surface of the
vibrating member 14 by an adhesive for example. Similarly, the other
piezoelectric element 16b includes a piezoelectric layer 18b composed of
ceramic for example and electrodes 20b and 22b are formed respectively on
both main surfaces of the piezoelectric layer 18b. The electrode 20b is
adhered on the other main surface of the vibrating member 14 by an
adhesive for example. The piezoelectric layers 18a and 18b of those
piezoelectric elements 16a and 16b are polarized in the direction from the
electrodes 22a and 22b to the electrodes 20a and 20b, i.e. in a thickness
direction of the piezoelectric elements and inwardly toward the vibrating
member 14.
Further, two piezoelectric elements 16c and 16d are formed respectively on
both main surfaces of the vibrating member 14 so as to face each other, on
a distal side of the center of the vibrating member 14, in the
longitudinal direction. One piezoelectric element 16c includes a
piezoelectric layer 18c composed of ceramic for example and electrodes 20c
and 22c are formed respectively on both main surfaces of the piezoelectric
layer 18c. The electrode 20c is adhered on one main surface of the
vibrating member 14 by an adhesive for example. Similarly, the other
piezoelectric element 16d includes a piezoelectric layer 18d composed of
ceramic for example and electrodes 20d and 22d are formed respectively on
both main surfaces of the piezoelectric layer 18d. The electrode 20d is
adhered on the other main surface of the vibrating member 14 by an
adhesive for example. The piezoelectric layers 18c and 18d of those
piezoelectric elements 16c and 16d are polarized in the direction from the
electrodes 20c and 20d to the electrodes 22c and 22d, i.e. in a thickness
direction of the piezoelectric elements and outwardly from the vibrating
member 14.
The vibrator 12 vibrates in the longitudinal direction thereof when driving
signals having the same phase are applied to the piezoelectric elements
16a through 16d. In this case, because the piezoelectric elements 16a and
16b on the one hand, and the piezoelectric elements 16c and 16d on the
other hand, are polarized in opposite directions, they are displaced in
opposite directions. Because of this arrangement, when a part on the
proximal end of the vibrating member 14 expands in the longitudinal
direction, a corresponding part on the distal end of the vibrating member
14 contracts in the longitudinal direction as shown by solid-line arrows
in FIG. 4. Conversely, when the part on the proximal end of the vibrating
member 14 contracts in the longitudinal direction, the corresponding part
on the distal end of the vibrating member 14 expands in the longitudinal
direction as shown by dashed line arrows in FIG. 4. A distance between the
ends of the vibrating member 14 in the longitudinal direction, i.e., its
length, barely changes in this case because the degree of
expansion/contraction of any part on one end of the vibrating member 14 is
cancelled by the degree of expansion/contraction of a corresponding part
on the other end of the vibrating member 14. The vibrational nodes of the
vibrating member 14 are at the middle portions of the piezoelectric
elements 16a, 16b, 16c and 16d. The antinodes of the vibrating member 14
are at its ends.
Two circular holes 14a for example are created at the two nodal portions of
the vibrating member 14 of the vibrator 12. Those two holes 14a increase
the deflection of the vibrating member 14 caused by an acceleration and
stabilize the vibration of the vibrating member 14 in the longitudinal
direction.
Two supporting members 24 are formed on the sides of one end of the
vibrator 12. In this case, those two supporting members 24 are formed
integrally as a unit with the vibrating member 14 and extend outwardly
from the nodal portion of a proximal half of the vibrating member 14, and
also extend from the proximal end of the vibrating member 14. Those
supporting members 24 support the proximal end of the vibrator 12.
Further, two mounting members 26 are formed projecting from a distal half
of the vibrating member 14. In this case, the mounting members 26 extend
outwardly from the nodal portion adjacent to the distal end of the
vibrating member 14 and are formed integrally as a unit with the vibrating
member 14. Weights 28 are mounted on both main surfaces of those mounting
members 26 by welding or soldering. Those weights 28 increase the
deflection of the vibrating member 14 caused by an acceleration.
In the first acceleration sensor 10a, the vibrator 12 vibrates in the
longitudinal direction as shown by the solid-line arrows and the
dashed-line arrows in FIG. 4 when one end of the vibrator 12 is supported
by fixing the two supporting members 24 and when driving signals having
the same phase are applied to the four piezoelectric elements 16a through
16d.
Then, when an acceleration is applied to the vibrating member 14 of the
vibrator 12 in the direction perpendicular to the main surface thereof,
the vibrating member 14 deflects together with the piezoelectric elements
16a through 16d corresponding to the acceleration, and voltages which
correspond with the deflection are generated in the piezoelectric elements
16a through 16d. As a result, the acceleration may be detected by
measuring any of the voltages generated in the piezoelectric elements 16a
through 16d.
Further, because holes 14a are created respectively at the two nodal
portions of the vibrating member 14 in the first acceleration sensor 10a,
the deflection of the vibrating member 14 caused by the acceleration is
increased and the vibration of the vibrating member 14 in the longitudinal
direction is stabilized by keeping the balance of the vibration of the
vibrating member 14 in the longitudinal direction. Thus the
acceleration-detecting sensitivity of the first acceleration sensor 10a is
improved.
Further, because the weights 28 are mounted to the mounting members 26 near
the nodal portion of the vibrator 12 in the first acceleration sensor 10a,
the deflection of the vibrating member 14 is increased and the
acceleration-detecting sensitivity is increased. The weights 28 do not
interfere with the vibration of the vibrator 12 since almost no vibration
of the vibrator 12 is transmitted to the weights 28.
Note that although in this embodiment the holes 14 at those two nodal
portions of the vibrating member 14 in the first acceleration sensor 10a
are circular, the holes created at the nodal portions may also have
another shape such as a rectangular shape instead of the circular shape.
Further, the number of holes created at each nodal portion is not confined
to only one and may be two or more.
The first acceleration sensor 10a can detect an acceleration by detecting a
difference of voltages generated by the piezoelectric elements 16a and 16b
and a difference of voltages generated by the piezoelectric elements 16c
and 16d.
In a modified embodiment of the first acceleration sensor 10a, the
polarizing direction of the piezoelectric layer of more than one
piezoelectric element may be reversed, as long as the phase of driving
signal applied to the piezoelectric element whose polarizing direction is
reversed is also reversed.
The main reason why the vibrator is vibrated in the longitudinal direction
in the first acceleration sensor 10a is because the vibrator deflects
significantly when an acceleration is applied to the vibrator when the
vibrator vibrates in the longitudinal direction, thus improving the
acceleration detecting sensitivity.
The supporting member 24 of this first acceleration sensor 10a is fixed
within the case 2 so that the main surface of the vibrating member 14
crosses at right angles with the longitudinal direction of the case 2.
Accordingly, an acceleration .alpha. in the longitudinal direction of the
case 2 is detected and a signal related to the acceleration .alpha. is
obtained by the first acceleration sensor 10a.
The supporting member 24 of the second acceleration sensor 10b having the
same structure as the first acceleration sensor 10a is fixed within the
case 2 so that the main surface of the vibrating member 14 thereof crosses
at right angles with the width direction of the case 2. Accordingly, a
force F applied in the width direction of the case 2 is detected and a
signal related to the force F is obtained by the second acceleration
sensor 10b.
An output terminal of the first acceleration sensor 10a is connected to an
input terminal of a first integrating circuit 30a as shown in FIG. 2. The
first integrating circuit 30a integrates the output signal of the first
acceleration sensor 10a related to the acceleration .alpha. in the
longitudinal direction of the case 2 over time to obtain a signal related
to a velocity V in the longitudinal direction of the case 2.
An output terminal of the first integrating circuit 30a is connected to an
input terminal of a second integrating circuit 30b. The second integrating
circuit 30b integrates the output signal of the first integrating circuit
30a related to the velocity V in the longitudinal direction of the case 2
over time to obtain a signal related to a travel distance L of the
vehicle.
An output terminal of the second acceleration sensor 10b and the output
terminal of the first integrating circuit 30a are connected respectively
to two input terminals of a first arithmetic circuit 32a. The first
arithmetic circuit 32a obtains a signal related to a radius of curvature r
on the basis of the output signal of the second acceleration sensor 10b
related to a centrifugal force F applied in the width direction of the
case 2, and the output signal of the first integrating circuit 30a related
to the velocity V in the longitudinal direction of the case 2. Note that
the first arithmetic circuit 32a may be realized to calculate the
relationship r=mV.sup.2 /F, where m is a mass of a moving part.
An output terminal of the first arithmetic circuit 32a and the output
terminal of the first integrating circuit 30a are connected respectively
to two input terminals of a second arithmetic circuit 32b. The second
arithmetic circuit 32b obtains a signal related to an angular velocity
.omega. on the basis of the output signal of the first arithmetic circuit
32a related to the radius of curvature r, and the output signal of the
first integrating circuit 30a related to the velocity V in the
longitudinal direction of the case 2. Note that this second arithmetic
circuit 32b may be realized to calculate the relationship .omega.=V/r.
An output terminal of the second arithmetic circuit 32b is connected to an
input terminal of a third integrating circuit 30c. The third integrating
circuit 30c integrates the output signal of the second arithmetic circuit
32b related to the angular velocity .omega. over time to obtain a signal
related to a travel bearing .theta. of the vehicle.
FIG. 5 shows a relationship among the velocity V at the moving part of the
mass m, the radius of curvature r, the angular velocity .omega., the
centrifugal force F and the travel bearing .theta..
The bearing-distance sensor 1 is mounted in a automobile 40 so that the
longitudinal direction and the width direction of the case 2 run parallel
respectively with the longitudinal direction and the width direction of
the automobile 40 as shown in FIG. 1. Accordingly, the acceleration
.alpha. in the longitudinal direction of the automobile 40 is detected and
the signal related to the acceleration .alpha. is obtained by the first
acceleration sensor 10a. The centrifugal force F applied in the width
direction of the automobile 40 is detected and the signal related to the
centrifugal force F is obtained by the second acceleration sensor 10b.
Further, the output signal of the first acceleration sensor 10a related to
the acceleration .alpha. in the longitudinal direction of the automobile
40 is integrated over time and the signal related to the velocity V in the
longitudinal direction of the automobile 40 is obtained by the first
integrating circuit 30a.
The output signal of the first integrating circuit 30a related to the
velocity V in the longitudinal direction of the automobile 40 is
integrated over time and the signal related to the travel distance L in
the longitudinal direction of the automobile 40 is obtained by the second
integrating circuit 30b.
The signal related to the radius of curvature r is obtained from the output
signal of the second acceleration sensor 10b related to the centrifugal
force F applied in the width direction of the automobile 40 and the output
signal of the first integrating circuit 30a related to the velocity V in
the longitudinal direction of the automobile 40.
The signal related to the angular velocity .omega. is obtained from the
output signal of the first arithmetic circuit 32a related to the radius of
curvature r and the output signal of the first integrating circuit 30a
related to the velocity V in the longitudinal direction of the automobile
40.
Then the output signal of the second arithmetic circuit 32b related to the
angular velocity .omega. is integrated over time and the signal related to
the travel bearing .theta. of the automobile 40 is obtained by the third
integrating circuit 30c.
Accordingly, this bearing-distance sensor 1 can detect the travel bearing
.theta. and the travel distance L of the automobile 40.
Further, because no expensive vibratory gyroscope is used and two
acceleration sensors need not be disposed with a wide space therebetween
in the bearing-distance sensor 1, it can be small and inexpensive.
FIG. 6 is a block diagram showing another embodiment of the present
invention. In the embodiment shown in FIG. 6, one arithmetic circuit 32 is
provided instead of the first arithmetic circuit 32a and the second
arithmetic circuit 32b provided in the embodiment shown in FIGS. 1 and 2.
The output terminals of the second acceleration sensor 10b and the first
integrating circuit 30a are connected respectively to two input terminals
of the arithmetic circuit 32. An output terminal of the arithmetic circuit
32 is connected to the input terminal of the third integrating circuit
30c. The arithmetic circuit 32 obtains a signal related to the angular
velocity .omega. from the output signal of the second acceleration sensor
10b related to the centrifugal force F applied in the width direction of
the case 2 and the output signal of the first integrating circuit 30a
related to the velocity V in the longitudinal direction of the case 2.
This arithmetic circuit 32 is realized to calculate the relationship
.omega.=F/(mV), where m is a mass of the moving part.
The embodiment shown in FIG. 6 can detect a travel bearing and a travel
distance of a vehicle such as an automobile and can be small and
inexpensive, similarly to the embodiment shown in FIGS. 1 and 2. Note that
the circuit structure of the embodiment shown in FIG. 6 may be simplified
as compared to the embodiment shown in FIGS. 1 and 2 because one less
arithmetic circuit is used.
Note that although angular velocity and acceleration sensors having
particular structures are used as the first acceleration sensor and the
second acceleration sensor in each embodiment described above, sensors
having other structures may also be used in the present invention.
A bearing sensor which can detect only the travel bearing .theta. of the
vehicle may be constructed by removing the second integrating circuit 30b
in each embodiment shown in FIGS. 2 and 6. In this case, the bearing
sensor can be small and inexpensive because no expensive vibratory
gyroscope is used and two acceleration sensors need not be disposed with a
wide space therebetween.
Further, a navigation system that detects only the travel bearing .theta.
of the vehicle may be readily provided by simply adding one acceleration
sensor having the simple structure shown in each embodiment described
above, and by using a signal (which corresponds to the velocity V output
from the first integrating circuit 30a) that can be obtained from a speed
sensor conventionally mounted in a vehicle such as an automobile. As a
result, an inexpensive navigation system may be readily realized.
While preferred embodiments have been described, variations thereto will
occur to those skilled in the art within the scope of the present
inventive concepts which are delineated by the following claims.
Although the present invention has been described in relation to particular
embodiments thereof, many other variations and modifications and other
uses will become apparent to those skilled in the art. It is preferred,
therefore, that the present invention be limited not by the specific
disclosure herein, but only by the appended claims.
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